KR101159184B1 - Street lamp and method for lighting street thereof - Google Patents

Abstract

The present invention relates to a street lamp and a road lighting method thereof, and to provide a street lamp and a road lighting method thereof to increase the average brightness of the road lighting and the average brightness of the road through an asymmetric light distribution design biased to the front light distribution with respect to the vehicle traveling direction. do.
To this end, the present invention is a street lamp, the lighting unit having an asymmetric light distribution curve biased to the front light distribution with respect to the vehicle traveling direction; And a housing for accommodating the lighting unit.

Description

Street light and his road lighting method {STREET LAMP AND METHOD FOR LIGHTING STREET THEREOF}

The present invention relates to a street lamp and a road lighting method thereof, and more particularly, to increase the uniformity of road lighting and average luminance to light intensity through an asymmetric light distribution design biased to front light distribution with respect to a vehicle traveling direction. Relates to a lighting method.

Road lighting devices (hereinafter referred to as "street lights") are installed for the purpose of ensuring the safety of pedestrian traffic, traffic safety on the main road, and smooth traffic communication. In other words, the street light provides easy road surface and road conditions at night, and provides road stability that makes it easy to understand the movement of vehicles moving forward and backward, and oncoming vehicles. By easily recognizing, safe driving can be achieved. For example, streetlights are known to reduce night traffic accidents by at least 30% and as much as 80% as they are installed on all roads such as highways, main roads and urban roads.

1 is a schematic configuration diagram showing a road lighting method using a street lamp having a conventional symmetric light distribution curve, and FIGS. 2A to 2C are exemplary views of zebra pattern road lighting appearing according to the road lighting method of FIG. 1.

The general street light 100 that is currently applied to the road lighting is made of a metal material (104), the arm (106) arm bent toward the side of the road from the upper end of the support (104) fixed to the ground, arm 106 It includes a lighting unit 108 mounted at the free end of the.

The street lamp 100 is disposed at an outer boundary portion of the road away from the adjacent street lamp 101 at a predetermined distance, for example, about 50m apart from a road rule. At this time, the height of the support 104 is approximately 12m, and the length of the arm 106 is approximately 1m to 2.5m. In addition, the arm 106 has an inclination upward by approximately 5 ° with respect to the horizontal line.

In particular, the lighting unit 108 is provided with a light source and a reflector for illuminating a dark road by providing light spreading widely toward the ground, and the light emitted from the light source is reflected on the road surface 110 by the reflector 104. It is symmetrically distributed along. That is, the light distribution type of the street lamp 100 may be divided into a front light distribution for illuminating the area where the vehicle enters with respect to the propagation direction and a rear light distribution for the area in which the vehicle enters. The front and rear light distribution angles are the same because the front and rear light distributions are symmetrically distributed. Here, a halogen lamp, a mercury lamp, a metal halide lamp, a sodium lamp, a light emitting diode (LED) lamp, or the like may be used as a lamp used as a light source of the lighting unit 108. have.

In general, the road lighting is preferably applied to the international standards of the Commission Internationale de I'Eclairage (CIE), which is reflected in the Korea Industrial Standard (KS).

However, in Korea, the method of calculating the brightness of the road surface is different from the international standard as the most influential factor in identifying the shape and obstacles of the road surface when designing road lighting of LED street lights. That is, in the case of Korea, the brightness of the road surface is calculated using the luminance center design rather than the international standard. This means that the road is adopted based on the overall brightness of the road (ie, the center of roughness) rather than the brightness of the road surface (that is, the center of luminance). In fact, the driver sees the road surface because the light irradiated from the light source of the lighting unit 108 is reflected from the road surface and enters the driver's eyes, so the amount that best represents this is not illuminance but luminance.

However, in the case of the streetlight 100 having the symmetrical light distribution structure as shown in FIG. 1, the vehicle 112 driver has a speckle pattern pattern (ie, a zebra pattern) in which light areas and dark areas are repeated like stripes. See the road surface irradiated with (see FIGS. 2A-2C). This is because, when the street light 100 having the front / rear symmetric light distribution structure as shown in FIG. 1 is installed, the brightness of the rear light distribution is relatively lower than that of the front light distribution, and thus the light and the dark appear alternately.

In addition, the street lamp 100 is also irradiated to the portion of the low reflection efficiency of the road surface, the road lighting efficiency is low. This means low energy efficiency and is not suitable for the situation where energy efficiency is important.

Ultimately, street light 100 is present for the user, in particular for the vehicle driver. However, the street light 100 of our country easily gives fatigue to the driver due to the irregular road surface brightness. That is, the human eye is adapted to the environment by adjusting the size of the pupil in accordance with the brightness of the surrounding, it is easy to feel fatigue when the brightness of the street lamp 100 is not kept constant.

Most Korean street lamps 100 focus on how brightly the roads are illuminated so that only the lower part of the lamppost shines brightly, it is not considered about the shade between the street lamps 100 installed at 50m apart. In other words, the street lamp 100 of Korea does not consider the light distribution curve so that the uniformity is not constant, the zebra pattern-type road lighting as described above is made.

For this reason, most street lights 100 make the driver's eyes easily feel tired, and thus cause traffic accidents. For example, it is not easy to detect when a pedestrian crosses a road on a road where the uniformity is not constant. At this time, even if the average illuminance meets the criteria, it is difficult for the driver to grasp obstacles placed in a dark place when the uniformity is uneven, such as when the contrast of the road surface is large. The driver can drive safely even if the road is slightly dark even when the light is evenly spread (ie, evenly distributed).

As such, the current street light 100 in Korea is increasing in demand due to the expansion of the road, but unlike the international standards, as the center of the road is managed by the driver, not to provide the optimal street light 100 efficiency and road lighting I can't do it.

In recent years, road lighting professionals have used a candlepower distribution curve to even out the uniformity ratio of illuminance and glare in terms of quantitative criteria based on maintaining a constant level of average illuminance. We are conducting research on qualitative aspects.

As described above, the elements that must be considered as qualitative elements of the street lamp 100 are uniformity and glare. Here, the uniformity is a value obtained by dividing the minimum value of illuminance by the average illuminance value, indicating a uniform degree of light in the illumination space, and glare means glare and discomfort that appear to the driver due to the street light 100. In addition, the light distribution curve is shown in a table and a graph so as to know the amount and direction of light emitted from the light fixture, and on the plane and the vertical plane passing the light distribution, which is the light intensity distribution in each direction of the light source (ie, the light fixture), to the center of the light source. Display.

From the driver's point of view, even if the road surface is a little dark even if the light is evenly spread and the glare is reduced, the quality of the street light 100 is good. By the way, the domestic street light 100 is too bright at present. For example, in the case of Seoul, the street light 100 standard is 30 lux, whereas in Europe, it is only about 7-8 lux. However, in Europe, the traffic accident rate is lower than that of Korea because of the excellent light uniformity.

Therefore, the street lamp 100 needs to implement research and development in a direction that can realize a high-efficiency operating environment with less resources and energy, as well as an effective lighting environment for traffic safety.

In particular, Korean Patent Publication No. 2007-98226 discloses a road lighting method in which the installation angle of the head is inclined in the range of 10 ° to 20 ° based on the pole so that the street light source is more intensively irradiated in the traveling direction of the vehicle in consideration of sea fog or fog. Is proposed. However, such a road lighting method is required for roads where haze or fog occur regularly, but it is not preferable for general road lighting since it is an illumination method that uses light efficiency in terms of brightness.

In addition, road lighting needs to be proposed in an efficient manner by intensively illuminating the high reflection efficiency of the road to save energy.

Therefore, the above-described conventional technology generates a zebra pattern by installing street lights to provide road lighting centered on illuminance, thereby realizing a road-centered road environment instead of a driver center, thereby ultimately intrinsic to street lights for driver's safe driving. There is a problem that does not effectively perform the function of the problem, and does not consider the reflectance of the road surface, there is a problem that the luminance efficiency (that is, the ratio that the driver directly sees the brightness of the road directly compared to the amount of light coming from the luminaire) has a low problem. It is a problem of the present invention to solve the problem.

Accordingly, an object of the present invention is to provide a street lamp and a road lighting method thereof to increase the uniformity of road lighting and average luminance to light quantity through an asymmetric light distribution design focused on front light distribution with respect to a vehicle traveling direction.

The objects of the present invention are not limited to the above-mentioned objects, and other objects and advantages of the present invention which are not mentioned can be understood by the following description, and will be more clearly understood by the embodiments of the present invention. It will also be readily apparent that the objects and advantages of the invention may be realized and attained by means of the instrumentalities and combinations particularly pointed out in the appended claims.

In order to achieve the above object, the present invention, a street lamp, the lighting unit having an asymmetric light distribution curve biased to the front light distribution with respect to the vehicle traveling direction; And a housing for accommodating the lighting unit.

In addition, the lighting unit includes a plurality of light sources, each light source is formed through the light block, and set the degree of tilt (tilt), orient and spread of light to bias the front light distribution with respect to the vehicle traveling direction It has asymmetric light distribution curve.

In addition, the lighting unit is characterized in that the number of left and right light sources differently mounted in order to have an asymmetric light distribution curve biased to front light distribution with respect to the traveling direction of the vehicle.

In addition, the illumination unit is characterized in that to set the spread angle of the diode lens applied to the left and right light sources in order to have an asymmetric light distribution curve biased to the front light distribution with respect to the traveling direction of the vehicle.

In addition, the illumination unit is characterized in that the amount of current applied to the left and right light sources differently set to have an asymmetric light distribution curve biased to front light distribution with respect to the traveling direction of the vehicle.

In addition, the lighting unit, in order to have an asymmetric light distribution curve biased to the front light distribution with respect to the traveling direction of the vehicle, characterized in that for mounting the reflectors (reflectors) with different reflection angles on the left and right light sources.

In addition, the lighting unit is characterized in that the glare by setting the light distribution curve so that the direct light does not directly reach the driver's eyes reflected light of the road point separated by a predetermined distance.

In addition, the lighting unit is characterized in that the light source is an LED lamp.

On the other hand, the present invention is a plurality of road lighting method using a street light, comprising the steps of: disposing a plurality of street lights having an asymmetric light distribution curve biased to the front light distribution with respect to the vehicle traveling direction; And irradiating light onto a road through the plurality of street lights to implement asymmetric light distribution biased to front light distribution with respect to a vehicle traveling direction based on each street light.

On the other hand, the present invention is characterized in that the asymmetric light distribution in the traveling direction of the vehicle on the basis of each street light.

As described above, the present invention forms an asymmetric light distribution structure that is biased to the front light distribution with respect to the vehicle traveling direction, thereby increasing the uniformity of the road lighting and increasing the average luminance to the light quantity.

In addition, the present invention has the effect that does not give fatigue to the driver by maintaining a constant brightness of the street light to illuminate the road by implementing the road-centered brightness.

Moreover, the present invention has the effect of providing an energy efficient operating environment for the street light.

In addition, the present invention has an effect of realizing an effective lighting environment for traffic safety, which is a function of street lamps, by providing a driver-centered road lighting environment.

In addition, the present invention has an effect of improving the luminance efficiency (that is, the ratio of the driver directly seeing the brightness of the road to the amount of light coming from the luminaire) in consideration of the reflectance of the road surface.

1 is a schematic configuration diagram showing a road lighting method using a street lamp having a conventional symmetric light distribution curve;
2A to 2C are exemplary views of zebra pattern road lights appearing according to the road lighting method of FIG. 1;
3 is an explanatory diagram for the light amount of reflected light according to an incident angle of incident light of a street lamp;
4 is an explanatory diagram of road lighting using a street lamp according to the present invention;
5 is an explanatory diagram of a driver's position in FIG. 4;
Figure 6a is a cross-sectional view of an embodiment of the lighting unit of the street lamp according to the present invention,
6B is a perspective view of a housing applied to the lighting unit of FIG. 6A;
6C is an explanatory diagram of a tilt value of the lighting block mounted on the lighting unit of FIG. 6A;
6D is an explanatory diagram of an asymmetric light distribution structure by the lighting unit of FIG. 6A;
6E is a view showing a light distribution curve for the lighting unit of FIG. 6A;
FIG. 6F is a distribution chart of the average luminance shown when the lighting unit of FIG. 6A is applied to an actual street light. FIG.
7A is an explanatory diagram of a first modification of the lighting unit of FIG. 6A;
7B is an explanatory diagram of a second modification of the lighting unit of FIG. 6A;
7C is an explanatory diagram of a third modified example of the lighting unit of FIG. 6A;
7D is an explanatory diagram of a fourth modification of the lighting unit of FIG. 6A;
8A and 8B are distribution charts of average luminance when a street lamp having a symmetrical and asymmetric light distribution structure is applied to a road;
9A is a graph showing light saving efficiency according to asymmetry degree in an asymmetric light distribution structure;
Figure 9b is a graph showing the amount of light required according to the distance between the street light and the adjacent street light in the asymmetric light distribution structure,
Figure 9c is a graph showing the amount of light required according to the height of the street light in the asymmetric light distribution structure.

BRIEF DESCRIPTION OF THE DRAWINGS The above and other objects, features and advantages of the present invention will become more apparent from the following detailed description of the present invention when taken in conjunction with the accompanying drawings, It can be easily carried out. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail. Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Prior to the description of the present invention, the street lamp 100 to be described below is provided with the same components of the pillar 104, the arm 106 and the lighting unit 108 mentioned in FIG. 1 for convenience of description, and accordingly the same reference numerals It will be described by giving. Here, the lighting unit 108 will be described for the case of using the LED lamp.

3 is an explanatory diagram for the light amount of reflected light according to an incident angle of incident light of a street lamp.

As shown in FIG. 3, the driver of the vehicle 112 sees reflected light having different light intensities according to an incident angle of incident light irradiated from the street light 100 onto the road surface.

That is, in the case of front light distribution with respect to the traveling direction of the vehicle 112 (that is, (a) to (c) of FIG. 3), the reflected light reaching the driver is large (that is, the reflectance of the road is high toward the driver side), and the rear In the case of light distribution (i.e., (d) and (e) of FIG. 3), the reflected light reaching the driver is small (that is, the reflectance of the road is low toward the driver side).

At this time, in the case of the rear light distribution, since the incident light of the street light 100 is incident in the traveling direction of the vehicle 112, the reflected light with respect to the incident light also comes out in the traveling direction of the vehicle 112. The driver of the vehicle 112 identifies the state of the road through the reflected light of the road surface, and when the reflected light is less, the road surface appears to be a dark area, making it difficult to identify the state of the road.

As described above, the reflected light reaching the driver by the front light distribution of the street lamp 100 is large and the reflected light reaching the driver by the rear light distribution is small. Accordingly, when the street lamps having the same amount of light are installed, the front light distribution road lighting method of the asymmetric light distribution structure according to the present invention exhibits a larger average brightness than the road lighting method of the conventional symmetric light distribution structure. That is, the front light distribution road lighting method having an asymmetric light distribution structure has a higher lighting efficiency and provides a driver-centered light distribution design method than the road lighting method having a symmetric light distribution structure.

4 is an explanatory diagram of road lighting using a street lamp according to the present invention, and FIG. 5 is an explanatory diagram of a driver position in FIG. 4.

As shown in FIG. 4, the street light 100 according to the present invention has a light distribution structure that asymmetrically differentiates the light intensity of a road, thereby preventing a zebra pattern in which light and dark areas are alternately repeated. Realizes road condition of uniform brightness for each area.

In particular, the street light 100 has an asymmetric light distribution structure that is biased to the front light distribution compared to the rear light distribution, the dark area of the adjacent street light 101 on the entry side of the vehicle 112 (that is, the rear of the adjacent street light 101) In the light distribution area, it is possible to realize a road condition having excellent uniformity with respect to the total light amount by increasing the light concentration of the non-uniform brightness of the road due to the zebra pattern.

The street lamp 100 compensates for the dark area (ie, the rear light distribution area) of the adjacent street light 101 through the front light distribution, and thus has a road state having the same level of luminance as the front light distribution area of the adjacent street light 101. to provide.

At this time, the street light 100 injects incident light into a dark area of the adjacent street light 101 in a direction corresponding to the traveling direction of the vehicle 112, and reaches most of the reflected light of the incident light to the driver of the vehicle 112. This is to increase the brightness of the road surface even if the same amount of light from the street light 100 by irradiating more light at a good angle of light reaching the driver.

In addition, the street light 100 may form a single asymmetric light distribution curve irradiating only the front light distribution for the traveling direction of the vehicle 112 and not irradiating the rear light distribution.

On the other hand, as shown in Figure 5, since the front light distribution structure of the street light 100 generates the glare by the reflected light, the light distribution structure is designed in consideration of the conditions that can prevent the glare.

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As a result, the front light distribution structure of the street lamp 100 increases the irradiation ratio of light to a region having a high reflectance, thereby increasing the average luminance to the total light quantity of the street lamp 100, and enables the driver to travel a more uniform and bright road. Make sure That is, the driver easily feels eye fatigue because the road surface uniformity is not constant, and the illumination brightness reflected on the road by the street lamp is kept constant, thereby making the driver feel less fatigue.

Figure 6a is a cross-sectional view of an embodiment of the lighting unit of the street lamp according to the present invention, Figure 6b is a perspective view of a housing applied to the lighting unit of Figure 6a, Figure 6c is a tilt value of the lighting block mounted on the lighting unit of Figure 6a FIG. 6D is an explanatory diagram of an asymmetric light distribution structure by the lighting unit of FIG. 6A, FIG. 6E is a diagram showing a light distribution curve for the lighting unit of FIG. 6A, and FIG. 6F is a view showing the lighting unit of FIG. 6A applied to an actual street light. It is a distribution chart of the average luminance appearing in the case.

 As shown in FIG. 6A, the lighting unit 108 of the street lamp 100 not only forms a left-right asymmetric light distribution curve but also arranges a plurality of LED lamps in the housing to have a cutoff angle that prevents glare. do.

Here, the housing of the lighting unit 108 has a circular cross-section, the upper plate formed in a plane parallel to the ground of the road, the inclined angle with an acute angle with respect to the upper plate and the side plate formed in a plane around the outer circumferential surface of the upper plate (See FIG. 6B). At this time, the LED lamp is 'TILT' indicating the degree of inclination (ie, 0 ° to 90 °) at an angle with respect to a horizontal line parallel to the ground, and based on an arbitrary point on a horizontal plane parallel to the ground. The angle of inclination and the inclined plane are set and arranged through 'ORIENT' which indicates the degree of spreading at an arbitrary angle (that is, 0 ° to 360 °). In addition, the LED lamp adjusts the light distribution area by adopting a 'diode lens' that implements light spread at a predetermined angle (here, 25 ° and 42 °).

The lighting unit 108 of FIG. 6A includes 57 LED lamps, in which three LED lamps are bundled to form 19 lighting blocks 108a to 108s and combine them into groups (first to ninth groups). Mount on the housing. At this time, the LED lamp has a diode lens having a unique spreading angle.

Here, the lighting blocks (108a to 108s) are arranged in a state having a predetermined tilt value, when forming a group to combine side by side in one to three stages so as to irradiate light by differentiating the irradiation distance of the LED lamp. .

At this time, the first stage group is the first group (ie, the lighting block 108a) and the ninth group (ie, the lighting block 108s). The two-stage group consists of the second group (ie, lighting blocks 108b and 108c), the fourth group (ie, lighting blocks 108g and 108h), the sixth group (ie, lighting blocks 108l and 108m) and the first group. 8 groups (ie, lighting blocks 108g, 108r). The three-stage group consists of the third group (i.e., lighting blocks 108d, 108e, 108f), the fifth group (ie, lighting blocks 108i, 108j, 108k) and the seventh group (ie, lighting blocks 108n, 108o). , 108p)].

For example, referring to FIG. 6C, referring to the third group disposed on the right side of the housing, the first and second lighting blocks 108d and 108e are mounted on the inclined surfaces formed with the tilt values inclined at 62 °, respectively. 3 illumination block 108f is mounted on the inclined surface formed with the tilt value inclined at 44 degrees. In addition, the first lighting block 108d is located at a point whose orientation is 27 ° from the reference point of the circular lighting unit 108, and the second lighting block 108e is orienting from the reference point of the circular lighting unit 108. The third illumination block 108f is located at a point having an orient value of 21 ° from the reference point of the circular lighting unit 108. In this case, the first and second lighting blocks 108d and 108e have a diode lens having an angle of 25 ° to each LED lamp, and the third lighting block 108f has a diode lens having an angle of 42 ° to the LED lamp. It is provided.

Similarly, with reference to the seventh group disposed on the left side of the housing, the first illumination block 108n is mounted on an inclined surface formed with the tilt value inclined at 72 °, and the second illumination block 108o has a tilt value of 70 °. It is mounted on the inclined surface formed to be inclined, and the third lighting block 108p is mounted to the inclined surface formed to be inclined at a 60 ° tilt value. In addition, the first lighting block 108n is located at a point at which the orient value is 158 ° from the reference point of the circular lighting unit 108, and the second lighting block 108o is orienting from the reference point of the circular lighting unit 108. The third lighting block 108p is located at a point whose orientation is 140 ° from the reference point of the circular lighting unit 108. In this case, the first to third lighting blocks 108n to 108p include a diode lens having an angle of 25 ° to the LED lamp.

Each of these LED lamps of the third and seventh group is set according to the tilt value, the orient value and the spreading angle of the diode lens, which is included in the viewing angle range for road safety.

As described above, each group of the lighting unit 108 is set to have a predetermined viewing angle as described with respect to the third and seventh groups, and a detailed description thereof will be omitted since it can be easily understood by those skilled in the art.

On the other hand, the illumination unit 108 forms an asymmetric light distribution structure by setting the tilt value for each group of illumination blocks arranged on the left and right sides of the housing.

In particular, the illumination unit 108 forms a left and right asymmetric light distribution structure on the road surface by differently setting the tilt values for the illumination blocks of the right third group and the left seventh group corresponding thereto (see FIG. 6D). In this case, as the tilt value of the lighting block increases, the degree of inclination increases with respect to the horizontal line parallel to the road surface, so that the light of the LED lamp of the lighting block becomes substantially parallel to the horizontal line as the tilt value of the lighting block increases. In other words, the LED lamp of the lighting block can irradiate the light farther as the tilt value of the lighting block increases. However, in FIG. 6D, the light is spread by the diode lens of the LED lamp and the precise arrangement of the LED lamp due to the orient value will be described without being reflected.

Accordingly, the right third group irradiates the left road surface to form the rear light distribution of the street lamp 100, and the left third group irradiates the right road surface to form the front light distribution of the street lamp 100. In this case, the right third group has a tilt value of 62 ° of the first illumination block 108d, a tilt value of 62 ° of the second illumination block 108e, and a tilt value of 44 ° of the third illumination block 108f. In the left seventh group, the tilt value of the first illumination block 108n is 72 °, the tilt value of the second illumination block 108o is 70 °, and the tilt value of the third illumination block 108p is 60 °.

As described above, the seventh group on the left that irradiates light to the right side of the road (ie, the front light distribution area) has a tilt value relatively higher than that of the third group to the right that irradiates light on the left area (ie, the back light distribution area) of the road. Big. As a result, the right area of the road irradiates the light of the LED lamp farther than the left area of the road, thereby realizing a light distribution structure biased to the front light distribution with respect to the traveling direction of the vehicle.

As shown in FIG. 6E, the lighting unit 108 includes a right side area of the street light 100 (ie, a front light distribution area by the street light 100) and a left side area of the adjacent street light 101 (ie, an adjacent street light 101). Back light distribution area by [2] Asymmetric light distribution curve is formed by biasing the light amount asymmetrically with respect to each side.

Here, the light distribution curve of the lighting unit 108 is distributed in the range of 0 ° to 180 °, the right area corresponds to 90 ° to 180 °, and the left area corresponds to 0 ° to 90 °. In this case, the lighting unit 108 has a maximum candela of 4247 mm and a vertical angle of the maximum candela is 67.5 degrees. In addition, the front light distribution in the right area of the road represents the maximum light intensity (that is, 4247㏅) from 160 ° to 170 °, and the rear light distribution in the left area of the road represents the maximum light intensity (40 ° to 50 °). That is, 3186 ms).

When the lighting unit 108 as described above is applied to the street lamps 100 and 101, a light distribution of the road as shown in FIG. 6F appears. FIG. 6F illustrates a distribution of light distribution curves for front light distribution of the street lamp 100 and a distribution of light distribution curves for rear light distribution of the adjacent street lamp 101. At this time, the distance between the street lamp 100 and the adjacent street lamp 101 is 24m, each height is 5m, the width of each lane is 3.5m.

The street lamp 100 has a light distribution structure in which the front light distribution is biased, thereby concentrating the amount of light so that the brightness of the left area of the adjacent street light 101, that is, the rear light distribution area is increased, thereby increasing the uniformity. That is, in FIG. 6F, it is understood that the average luminance distribution curves are connected to the right and left regions of the road without breaking, so that the average luminance is uniformly displayed throughout the road.

FIG. 7A is an explanatory diagram of a first modification of the lighting unit of FIG. 6A. FIG.

As shown in FIG. 7A, the lighting unit 108 implements an asymmetric light distribution structure by differently arranging the number of LED lamps on the left and right sides forming the light distribution of the road. That is, as the lighting unit 108 arranges the number of the left LED lamps more than the number of the right LED lamps, the light unit 108 biases the light to the right area (ie, the front light distribution area) of the road due to the asymmetry of the left and right LED lamp intensities. Implement an asymmetric light distribution structure.

FIG. 7B is an explanatory diagram of a second modification of the lighting unit of FIG. 6A.

As shown in FIG. 7B, the lighting unit 108 implements an asymmetric light distribution structure using diode lenses having different degrees of spread of light from the left and right LED lamps. That is, the lighting unit 108 uses a diode lens having a wide spread angle of light to the left LED lamp, and a diode lens having a narrow spread angle of light to the right LED lamp, and thus the asymmetry of the spread degree of the left and right LED lamps The asymmetric light distribution structure is realized by biasing the light on the right side of the road (ie, the front light distribution area).

FIG. 7C is an explanatory diagram of a third modification of the lighting unit of FIG. 6A. FIG.

As shown in FIG. 7C, the lighting unit 108 adjusts the intensity of the current applied to the left and right LED lamps to implement an asymmetric light distribution structure. That is, as the illumination unit 108 sets the amount of current applied to the left LED lamp to be greater than the amount of current applied to the right LED lamp, the light unit 108 emits light to the right area (ie, the front light distribution area) of the road due to the asymmetry of the left and right LED lamp intensities. Asymmetric light distribution structure is implemented by biasing.

FIG. 7D is an explanatory diagram of a fourth modification of the lighting unit of FIG. 6A.

As shown in FIG. 7D, the lighting unit 108 implements an asymmetric light distribution structure by mounting reflectors set at different reflection angles to the LED lamps. That is, since the lighting unit 108 is equipped with reflectors having different reflection angles in the left and right LED lamps, the light unit 108 biases the light in the right area (ie, the front light distribution area) of the road by the degree of spread of the left and right LED lamps to implement an asymmetric light distribution structure. do. 7D illustrates a structure in which the reflector is mounted only on one side, but is not limited thereto.

8A and 8B are distribution charts of average luminance when a street lamp having a symmetrical and asymmetric light distribution structure is applied to a road. 8A and 8B illustrate distributions of light distribution curves for front light distribution of the street lamp 100 and distributions of light distribution curves for rear light distribution of the adjacent street lamp 101. At this time, the distance between the street lamp 100 and the adjacent street lamp 101 is 24m, each height is 5m, the width of each lane is 3.5m.

First, a case in which street lights 100 and 101 having symmetric light distribution structures are installed on a road will be described with reference to FIG. 8A. The right area of the street light 100 (that is, the front light distribution area by the street light 100) is evenly distributed over a wide area along the road, and the left area of the adjacent street light 101 (that is, the adjacent street light 101). Rear light distribution area by)] has a limited bright area in a narrow area along the road. At this time, the average luminance distribution curves formed through the street lamp 100 and the adjacent street lamp 101 are not connected to each other and are disconnected. As such, a bright region is formed in the right region of the street lamp 100, and a dark region is formed in the left region of the adjacent street lamp 101. This can be seen that the low level of uniformity when implementing the road lighting by the street light (100, 101) having a symmetric light distribution structure. Accordingly, the driver sees a zebra pattern in which light areas and dark areas are alternately repeated.

Next, a case in which street lights 100 and 101 having an asymmetric light distribution structure are installed on a road will be described with reference to FIG. 8B. The average luminance distribution curves formed by the street lamps 100 and the adjacent street lamps 101 are connected to each other and are connected to each other, so that the adjacent street lamps 101 are located from the right side of the street lamp 100 (that is, the front light distribution area of the street lamp 100). A wide range of bright areas is evenly distributed along the road over the left area (i.e., the rear light distribution area by the adjacent street lamp 101). At this time, the street lamp 100 concentrates the amount of light in the dark area formed in the left area of the adjacent street lamp 101 as it is biased in the front light distribution, thereby complementing the rear light distribution area of the adjacent street lamp 101 uniformly without a zebra pattern Provide road lighting. Accordingly, the driver sees a road state of overall uniform brightness without alternating light and dark areas alternately.

Hereinafter, the difference according to the light distribution structure of FIGS. 8A and 8B will be described through numerical comparison of Table 1 below. At this time, the distance between the street lamp 100 and the adjacent street lamp 101 is 24m, the width of each lane is 3.5m, so the overall width of the first and second lanes is 7m. In addition, the average roughness of the road in the symmetric light distribution structure is 15.52㏓, and the average roughness of the road in the asymmetric light distribution structure is 15.30㏓.

Symmetric light distribution structure Asymmetric Light Distribution Structure The amount of light falling on the road 2607.36 ㏐ 2570.4 ㏐ Average luminance (1 lane) 0.83 ㏅ / ㎡ 0.96 ㏅ / ㎡ Average luminance (two lanes) 0.73 ㏅ / ㎡ 0.74 ㏅ / ㎡

Here, in the symmetric light distribution structure, the amount of light falling on the road is 2607.36 ㏐ (= 15.52 × 24 × 7), and in the case of the asymmetric light distribution structure, the amount of light falling on the road is 2570.4 ㏐ (= 15.30 × 24 × 7).

As shown in Table 1, in the case of the asymmetric light distribution structure, the amount of light falling on the road is smaller than in the case of the symmetric light distribution structure, but the average luminance of each lane is higher (that is, 0.83 (symmetrical) <0.96 (asymmetrical) in each lane). 0.72 (symmetrical) <0.74 (asymmetrical) for the second lane. This means that the driver feels brighter than the symmetric light distribution structure in the case of the asymmetric light distribution structure when looking at the road.

9A is a graph showing light saving efficiency according to asymmetry in an asymmetric light distribution structure. Here, the height of the lamppost is 10m, the distance between the lamppost and the adjacent lamppost is 30m, and the width of the road for 1 and 2 lanes is 7m.

First, in the case of the symmetric light distribution structure, the asymmetry of the front and rear light distributions is 50:50 with respect to the traveling direction of the vehicle, and the light quantity saving efficiency is 0%.

On the other hand, in the case of the asymmetric light distribution structure, the light quantity saving efficiency increases as the degree of asymmetry of the front and rear light distribution increases. Specifically, in FIG. 9A, when the asymmetry of the front and back light distribution is 40:60, the light saving efficiency is 12.7%, and when the asymmetry of the front and back light distribution is 30:70, the light saving efficiency is 21.2%. When the asymmetry of the front and back distribution is 20:80, the light saving efficiency is 29.7%. When the asymmetry of the front and rear distribution is 10:90, the light saving efficiency is 35.3%.

9B is a graph showing the amount of light required according to the distance between the street lamp and the adjacent street lamp in the asymmetric light distribution structure. Here, the height of the street lamp is 10 m, and the width of the road for one and two lanes is 7 m. At this time, the distance between the street light and the adjacent street light is 30m, 40m and 50m.

As shown in FIG. 9B, in the case of the asymmetric light distribution structure biased to the front light distribution, the required amount of light is small even in the road environment under the same conditions as compared to the asymmetric light distribution structure biased to the rear light distribution. At this time, in the case of the asymmetric light distribution structure biased to the rear light distribution, more light quantity is required than when the symmetric light distribution structure is applied (that is, the degree of asymmetry 50%: 50%).

As such, when the asymmetric light distribution structure biased to the front light distribution is applied to the road, even if the amount of light required is lower than that of the rear light distribution, it is possible to improve the efficiency in the road lighting by providing road lighting suitable for the road environment under the same conditions.

In addition, the amount of light required for road lighting is smaller as the distance from the adjacent street light becomes closer. At this time, as the degree of asymmetry increases in the asymmetric structure biased to the front light distribution, the amount of light required for road lighting with respect to the distance between the street light and the adjacent street light decreases.

Figure 9c is a graph showing the amount of light required according to the height of the street light in the asymmetric light distribution structure. Here, the width of the road for one and two lanes is 7 m. At this time, the distance between the street light and the adjacent street light is 30m.

As shown in FIG. 9C, the amount of light required for road lighting is higher as the height of the street light increases. In this case, as the degree of asymmetry increases in the asymmetric structure biased to the front light distribution, the amount of light required for road lighting with respect to the height of the street light decreases.

In the above description of the embodiment, a street lamp having a lighting unit using a plurality of light sources such as an LED lamp is illustrated, but a luminaire capable of realizing an asymmetric light distribution curve biased to front light distribution may be a single light source regardless of the light source or housing structure. What is used can also be applied to the present invention.

Accordingly, the present invention can improve the luminance efficiency (that is, the ratio of the driver directly seeing the brightness of the road to the light amount coming from the luminaire) in consideration of the reflectance of the road surface.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is clearly understood that the same is by way of illustration and example only and is not to be construed as limited to the embodiments set forth herein. Various changes and modifications may be made by those skilled in the art.

100: street light 101: adjacent street light
104: prop 106: cancer
108: lighting unit 112: vehicle

Claims (19)

A street light including a lighting unit and a housing for accommodating the lighting unit,
The lighting unit includes a plurality of light sources and differently mounts the number of light sources for irradiating the front light distribution area and the rear light distribution area so as to have an asymmetric light distribution curve biased to the front light distribution with respect to the traveling direction of the vehicle. Street lamp made. delete delete A street light including a lighting unit and a housing for accommodating the lighting unit,
The lighting unit includes a plurality of light sources, and in order to have an asymmetric light distribution curve biased to the front light distribution with respect to the traveling direction of the vehicle, the spread angle of the diode lens applied to the light source for irradiating the front light distribution area and the rear light distribution area is different. Street light, characterized in that the setting. A street light including a lighting unit and a housing for accommodating the lighting unit,
The lighting unit includes a plurality of light sources and differently sets an amount of current applied to the light source for irradiating the front light distribution area and the rear light distribution area so as to have an asymmetric light distribution curve biased to the front light distribution with respect to the traveling direction of the vehicle. Street light characterized in that. delete delete The street light according to any one of claims 1, 4 and 5, wherein the lighting unit is a light source of LED lamps. Disposing a plurality of street lights having an asymmetric light distribution curve biased to the front light distribution with respect to the vehicle traveling direction at uniform intervals; And
A road lighting method of a street lamp comprising the step of irradiating light on the road through the plurality of street lights to implement asymmetric light distribution biased to the front light distribution with respect to the vehicle travel direction based on each street light,
Each of the plurality of street lights includes a plurality of light sources, and different numbers of light sources for irradiating the front light distribution area and the rear light distribution area to have an asymmetric light distribution curve biased to the front light distribution with respect to the traveling direction of the vehicle. Road lighting method of the street light characterized in that. delete delete Disposing a plurality of street lights having an asymmetric light distribution curve biased to the front light distribution with respect to the vehicle traveling direction at uniform intervals; And
A road lighting method of a street lamp comprising the step of irradiating light on the road through the plurality of street lights to implement asymmetric light distribution biased to the front light distribution with respect to the vehicle travel direction based on each street light,
Each of the plurality of street lamps includes a plurality of light sources, and in order to have an asymmetric light distribution curve biased to the front light distribution with respect to the traveling direction of the vehicle, spreading of a diode lens applied to the light source for irradiating the front light distribution area and the rear light distribution area. The road lighting method of the street lamp, characterized in that the angle is set differently. Disposing a plurality of street lights having an asymmetric light distribution curve biased to the front light distribution with respect to the vehicle traveling direction at uniform intervals; And
A road lighting method of a street lamp comprising the step of irradiating light on the road through the plurality of street lights to implement asymmetric light distribution biased to the front light distribution with respect to the vehicle travel direction based on each street light,
Each of the plurality of street lamps includes a plurality of light sources, and in order to have an asymmetric light distribution curve biased to front light distribution with respect to a traveling direction of the vehicle, different amounts of current applied to the light source for irradiating the front light distribution area and the rear light distribution area. Road lighting method of the street light characterized in that the setting. delete delete The method according to any one of claims 9, 12, 13,
Each of the plurality of street lights, the light source is a LED lamp road lighting method characterized in that the LED lamp. delete delete delete

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